EP0485418B1 - Procede de correction des erreurs de mesure d'un appareil de mesure des masses d'air a pellicule chaude - Google Patents

Procede de correction des erreurs de mesure d'un appareil de mesure des masses d'air a pellicule chaude Download PDF

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Publication number
EP0485418B1
EP0485418B1 EP90911277A EP90911277A EP0485418B1 EP 0485418 B1 EP0485418 B1 EP 0485418B1 EP 90911277 A EP90911277 A EP 90911277A EP 90911277 A EP90911277 A EP 90911277A EP 0485418 B1 EP0485418 B1 EP 0485418B1
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Prior art keywords
value
hot
air
air mass
throttle valve
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EP90911277A
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German (de)
English (en)
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EP0485418A1 (fr
Inventor
Eberhard Schnaibel
Erich Junginger
Klaus Hirschmann
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
    • G01F1/00—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow
    • G01F1/68—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow by using thermal effects
    • G01F1/696—Circuits therefor, e.g. constant-current flow meters
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
    • G01F1/00—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow
    • G01F1/72—Devices for measuring pulsing fluid flows

Definitions

  • the invention relates to a method for correcting a measurement error of a hot film air mass meter that occurs due to backflow
  • hot-film air flow meters can be used to record the air mass drawn in by internal combustion engines. These have a heated element that lies in the air flow to be measured and is thereby cooled. In particular, it is possible to use the heated element as part of an electrical bridge circuit and to keep it at a constant excess temperature to the intake air temperature by means of a current flowing through it. This principle is the required heating current a measure of the air mass drawn in by the engine. The pulsations of the intake air that may occur in certain operating areas of an internal combustion engine can lead to a falsification of the measurement result. This is particularly the case when there is a so-called backflow, since the hot film air mass meter cannot distinguish the direction of flow.
  • the method according to the invention with the features mentioned in the main claim has the advantage that a high accuracy of the air mass detection and thus the load value of the internal combustion engine is given even when backflows occur. An evaluation of the signal form, which is relatively complex and requires a corresponding computing capacity, is not necessary for this.
  • the air mass measured with the hot film air mass meter is determined as a first value and compared with a second value, which is determined by means of a further, independently working air quantity determination method. Depending on the operating range in each case, either one or the other value is used as the valid quantity determining the air mass.
  • the air mass per stroke of the internal combustion engine is determined, which, in the case of the internal combustion engine equipped with an injection system and stoichiometric combustion, is proportional to the injection time of the fuel injectors.
  • a correction signal is obtained according to the invention in at least one backflow-free operating range from a comparison of the first and the second value and used to correct the second value in operating backflows.
  • the value recorded by the hot film air mass meter is used, in other operating ranges, in which the value recorded by the hot film air mass meter is faulty, another value is used, which is determined on the basis of a different air quantity determination method, in which case Any errors occurring in the air quantity determination method mentioned can be corrected by means of an adaptation method.
  • the correction signal that enables the adaptation is obtained by comparing the first and second values in a non-backflow operating range. This takes into account that in certain No backflow occurs in operating areas, so that the hot film air mass meter provides correct data. These form the basis, namely a calibration value for the result determined using the second air quantity determination method. In this respect, in areas in which the hot-film air mass meter delivers faulty results due to backflow, a very high accuracy is achieved by the adaptation according to the invention in an air quantity determination method working on a different principle.
  • the correction signal is an altitude correction signal and / or a temperature correction signal.
  • the measurement result of the second air quantity determination method is therefore height-dependent and / or temperature-dependent, so that a correction must be carried out to avoid measurement errors.
  • the air mass is obtained from the determined air volume by the height correction and / or temperature correction.
  • the throttle valve angle and the rotational speed of the internal combustion engine are preferably used and subjected to a map and / or algorithm processing to determine the second value.
  • the measured value of the hot-film air mass meter is preferably used as a valid variable in idling, at small throttle valve angles and at high speeds.
  • the operating areas assumed here guarantee an error-free measurement result of the hot-film air mass meter.
  • This limit speed depends on the respective intake manifold geometry. Since the intake manifold pressure at speeds of ⁇ 3000 per min does not increase even with a relatively small throttle valve angle even when the throttle valve is opened again and the limit angle marked in this way is also a function of the speed, this relatively complicated relationship is to be described by a characteristic curve (limit characteristic curve) will.
  • the throttle valve angle that is currently present is smaller than the limit angle that can be derived from the map for the current rotational speed or that can be calculated using the algorithm, then there is an operating range of the internal combustion engine in which no backflow can occur.
  • the measured value of the hot film air mass meter is therefore used as a valid variable in these operating ranges.
  • the throttle valve angle is larger and the internal combustion engine is in a speed range which is below the limit speed mentioned, then one is in a full-load benefit range in which backflow is possible. In this area, the measured value of the hot-film air mass meter is not used as a valid quantity, but rather the measured value of the second air quantity determination method, taking into account the described adaptation, as a valid quantity.
  • the measured value of the hot film air mass meter is valid Size is used for operating points that are below the limit characteristic of the throttle valve speed diagram, the limit characteristic preferably being in the upper load range, in particular in the range between 60 and 95% of the full load. Furthermore, the measured value of the hot-film air mass meter is used as a valid quantity at speeds that are above a limit speed of preferably 3000 rpm.
  • the second value is corrected by the idle partial air mass, which is not covered by the throttle valve angle. This is the only way to achieve an error-free result.
  • the difference between the two values determined by the different air quantity determination methods is passed to an integrator whose output value is fed to a multiplier as a first input variable, the second input variable of the multiplier being the second value determined according to the second air quantity determination method .
  • the integrator becomes corresponding "integrate up or down". If the difference has the value "zero", the integrator "stops".
  • a dynamic transition compensation variable is formed from the corrected second value and is superimposed on the valid variable.
  • the purpose of this transition compensation is to compensate for the time delay that occurs during fuel transport by means of dynamic fuel quantities.
  • the time delay is caused by the fact that the amount of fuel injected into the intake manifold does not get directly into the corresponding cylinder of the internal combustion engine, but initially "sticks" to the intake manifold wall. It is only in the course of the following working cycles of the internal combustion engine that the correct amount of fuel in the cylinder is established, corresponding to the operating point of the internal combustion engine. The deficit or excess that occurs during the transition behavior is compensated for by the dynamic transition compensation.
  • the air mass ⁇ HFM detected by the hot film air mass meter (not shown) per time unit is fed to a multiplication point 1, to which the period duration TD of a suction period of an internal combustion engine is applied as a further input signal.
  • the injection time TL HFM determined by the hot film air mass meter is available, which corresponds to a specific fuel mass per stroke. Assuming stoichiometric combustion, the injection time TL HFM is proportional to a corresponding air mass per stroke.
  • the injection time TL HFM is fed to a subtraction point 3, which is also supplied with an idle injection time TL LL .
  • This idle injection time TL LL corresponds to a certain amount of air per stroke, which must be made available in a bypass parallel to the throttle valve for idle adjustment (see FIG. 5).
  • the output value 4 of the subtraction point 3 is fed to the one pole 5 of a switching element 6.
  • the other pole 7 of the switching element 6 is connected to a summation point 8.
  • the output variable 2 corresponding to the injection time TL HFM is also connected to a pole 9 of a changeover switch 10, which can preferably be actuated simultaneously with the switching element 6 by means of an active connection 11.
  • the actuation is carried out by a control circuit 12, which will be discussed in more detail below.
  • a pole 14 of the changeover switch 10, which has a changeover contact 13, is connected to a multiplication point 15, which receives as a further input variable a correction factor K Lambda obtained from a lambda control, if the internal combustion engine therefore has a lambda not equal to 1, that is to say non-stoichiometric combustion , this is taken into account by the correction factor K lambda .
  • the output 16 of the multiplication point 15 is connected to a summation point 17 for supplying an input variable.
  • the summation point 17 receives an output value 18 of a transition compensation circuit 19.
  • the injection time TL is available at the output 20 of the summation point 17.
  • the throttle valve angle ⁇ and the speed n (actual speed) of the internal combustion engine are supplied to a characteristic diagram 21 which, as an output variable 22, is dependent on the throttle valve angle ⁇ and the speed n Injection time TL DK delivers.
  • the injection time TL DK determined in this way is proportional to a corresponding amount of air per stroke.
  • the air mass or air volume is therefore detected by means of two different methods, on the one hand with the already described hot film air mass meter, which detects the air mass, and on the other hand via the throttle valve speed / speed map 21, which enables the air quantity to be determined.
  • the air mass associated with the injection time TL HFM represents a first value 23 and the air quantity associated with the injection time TL DK represents a second value 24.
  • the injection time TL DK is fed to a multiplication point 25.
  • An additional value 26 of an integrator 27 is fed to the multiplication point 25 as a further factor, and its input is connected to an output 28 of the summation point 8.
  • the output 29 of the multiplication point 25 leads to a further input 30 of the summation point 8. Since the signal of the summation point 8 coming from the multiplication point 25 has a positive sign and the signal of the summation point 8 coming from the switching element 6 has a negative sign is supplied, the difference between the two signals is available at output 28.
  • the output 29 of the multiplication point 25 also leads to a summation point 31, which receives the injection time TL LL already mentioned as a further input variable.
  • the output 32 of the summation point 31 leads to a pole 33 of the changeover switch 10. Furthermore, the output 32 is connected to an input 34 of the transition compensation circuit 19.
  • FIG. 2 shows the time course of the air flow in the intake manifold of the internal combustion engine. It can be clearly seen that the air mass pulsates per unit of time ( ⁇ ), which means that there is no continuous flow. The pulsation is a retroactive effect of the work cycles of the internal combustion engine, which are not continuous but intermittent. The period TD of a suction period lies between two ignition times.
  • the pulsation can become so great that backflow occurs.
  • the backflow is hatched in Figure 3. Since the hot film air mass meter cannot make a flow direction detection, the air mass flowing back is also detected positively, so that a measurement error occurs.
  • the hot film air mass meter measures the areas shaded in FIG. 3 as air masses fed to the internal combustion engine; this is indicated by dash-dotted lines in FIG. To that extent through the Errors occurring in the hot film air quantity detection method are eliminated by the method according to the invention, which will be explained in more detail below.
  • the control circuit 12 which actuates the switching element 6 and the changeover switch 10 via the active connection 11 has a limit characteristic curve according to the diagram in FIG.
  • the throttle valve angle ⁇ is plotted on the ordinate of the diagram and the rotational speed n of the internal combustion engine is plotted on the abscissa.
  • the load of the internal combustion engine is dependent on the throttle valve angle ⁇ in such a way that even at relatively small throttle valve angles ⁇ , the intake manifold pressure no longer increases for low speeds when the throttle valve is opened again.
  • the throttle valve angle ⁇ is also a function of the speed n.
  • the characteristic curve in FIG. 4 describes the speed dependency of a limit angle, which is determined such that its setting corresponds to 95% of the full load.
  • the invention makes use of the fact that no backflow occurs in the area hatched in FIG. 4.
  • the range mentioned is below the 95% limit characteristic and is limited by the speed limit line n limit and the throttle angle limit line ⁇ limit .
  • Working points that lie above the 95% limit characteristic (such as the working point a) require an air mass measurement that is not carried out with the hot film air mass meter because measurement errors occur.
  • the already mentioned, second air quantity determination method is used, which is carried out with the aid of the throttle valve angle and speed detection and also via the map 21. A TL DK injection time detection is therefore carried out for the specified operating point.
  • the operating point b shown in FIG. 4 lies within the hatched area. Since there is no backflow and therefore the hot film air mass meter works correctly, the air mass can be measured using the hot film air mass meter.
  • the throttle valve angle ⁇ For operating points which have a very small throttle valve angle ⁇ (operating point c in FIG. 4), very small changes in the throttle valve angle ⁇ lead to relatively large changes in the volume flow of the air. This requires particularly high-quality angular position detection devices for the throttle valve, which must also work without play and are therefore very expensive.
  • this throttle valve angle range is not used to carry out an adaptation of the injection time TL DK , which is described in more detail below.
  • the air mass measurement is carried out with the hot-film air mass meter in the region of small throttle valve angle ⁇ present here and in particular also in the idling range.
  • the control circuit 12 actuates the switching element 6 and the changeover switch 10, depending on the position of the currently available operating point, in such a way that the air mass detection by means of the hot film air mass meter in the backflow-free operating range.
  • the further, second air quantity determination method is used for the air quantity detection or the detection of the injection time TL DK, which is proportional to the throttle valve angle ⁇ and the speed n and that Map 21 works.
  • the switching positions of the switching element 6 and the changeover switch 10 shown in dashed lines in FIG. 1 correspond to an operation in which the hot-film air mass meter is used.
  • the output value of the hot-film air mass meter ( ⁇ HFM ) is multiplied at the multiplication point 1 by the period TD of a suction period and the injection time TL HFM thus formed is fed to the multiplication point 15 via the changeover switch 10. This is multiplied by the correction factor K lambda , which is obtained from the lambda control already mentioned. The value available at the output 16 of the multiplication point 15 is then given to the output 20 via the summation point 17. That determined in this way Injection time TL is accordingly based on the measurement of the hot film air mass meter.
  • the injection time TL HFM is furthermore conducted via the subtraction point 3 to the summation point 8.
  • the throttle valve angle ⁇ present at the respective operating point of the internal combustion engine and the associated speed n are likewise given to the summation point 8 via the characteristic diagram 21 and the multiplication point 25.
  • a comparison of the first value 23 (TL HFM ) with the second value 24 (TL DK ) therefore takes place at the summation point 8.
  • These two values are compared in order to generate a correction signal K H at the output of the integrator 27.
  • This correction signal K H takes into account the height influence to which the load (TL DK ) of the ⁇ / n map is subject. If this height correction were not carried out, the second value 24 would be erroneous.
  • the error is about 10% per 1000 meters height.
  • the height is corrected using an adaptive method. This means that for operating areas in which no backflow occurs, the first value 23 is constantly compared with the second value 24 and the correction signal K H is determined from this comparison. If then an operating area with backflow is then approached by the internal combustion engine, on the one hand the control circuit 12 switches the switching element 6 and the changeover switch 10 in such a way that from the detection of the air mass by means of the Hot film air mass meter is transferred to the ⁇ / n detection. Thus, the switching state shown in FIG. 1 with contacts shown in solid lines is then present. The injection time TL DK is fed here at the multiplication point 25 and correspondingly adaptively corrected by means of the correction signal K H. The idle correction then takes place at the summation point 31.
  • the injection time determined in this way is passed to the multiplication point 15 via the changeover switch 10.
  • the lambda correction is carried out there and finally the injection time TL is available at the output 20.
  • the result of the adaptation is that the correction signal K H is operated with a value which was determined shortly before the switchover from hot film air mass meter operation to ⁇ / n operation. A system that adapts to the current conditions and compensates for height errors is therefore available.
  • a special feature can be made in that the adaptation for operating areas with a very small throttle valve angle ⁇ is prevented, since - as already described - this would require a high-resolution potentiometer to record the throttle valve position.
  • the switching element 6 is therefore not rigidly coupled to the changeover switch 10, but the switching element 6 is switched separately, regardless of the switching state of the changeover switch 10.
  • FIG. 5 shows a section of the intake manifold 36 which has the throttle valve 41.
  • the throttle valve 41 is bridged by a bypass 42 with a bypass adjuster 43, in order to be able to carry out the idle setting of the internal combustion engine in this way.
  • the hot-film air mass meter arranged in the region of the throttle valve 41 cannot detect the amount of partial air passing the bypass 42.
  • the arrangement according to the invention according to FIG. 1 therefore makes a corresponding correction (TL LL ).
  • the injection time value (TL DK ) corrected by the height-dependent adaptation is independent of whether the first air mass determination method (hot-film air mass meter) or the second air quantity determination method ( ⁇ / n method) is used, is supplied to the transition compensation circuit 19 via the summation point 31.
  • the output value 18 of the transition compensation circuit 19 is always added to the value of the output 16 of the multiplication point 15 with the aid of the summation point 17 in order to generate the injection time TL (output 20).
  • an output value 18 only occurs in the case of dynamic transitions, that is to say if a corresponding transition correction with regard to the air quantity supply is required due to a time-delayed “sticking” of fuel change quantities on the intake manifold wall.
  • Figure 6 illustrates the fuel time delay.
  • the fuel 37 introduced into the intake manifold 36 by the injection valve 35 shown there partially remains as a coating 38 on the intake manifold wall and only enters the cylinder 40 through the intake valve 39 with a time delay.
  • the method according to the invention has the advantage of high accuracy, so that the load value can also be determined very precisely. A height error does not occur here.
  • the second air quantity determination method is provided, which is adaptively height-corrected (density correction), whereby only a simple, single-path potentiometer can be used for detecting the throttle valve angle ⁇ , since its accuracy is sufficient, because the injection time TL DK is only in the operating states used as a valid size in which large amounts of air are converted. This can reduce the requirements for the resolution and the linearity of the potentiometer used.
  • transition compensation described is carried out with TL DK values which are available much faster than the values of the hot film air mass meter, since this measuring device has a certain inertia. Transition compensation with a very short response time is thus available.

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  • Engineering & Computer Science (AREA)
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  • Fluid Mechanics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé pour corriger les erreurs de mesure dues aux refoulements dans un appareil de mesure des masses d'air à pellicule chaude, servant en particulier à déterminer la masse d'air de combustion dans un moteur à combustion interne. Pour permettre une mesure sans erreurs, il est proposé que la quantitié d'air soit mesurée d'abord avec l'appareil de mesure des masses d'air à pellicule chaude en tant que première valeur (23) et ensuite avec un deuxième procédé de détermination des quantités d'air, fonctionnant de manière indépendante du premier (procédé α/n) en tant que deuxième valeur (24), que les deux valeurs (23, 24) soient prises alternativement comme grandeur correcte en fonction des régimes déterminant la sûreté de la mesure et que dans au moins un régime sans refoulement, un signal de correction (KH) soit obtenu à partir d'une comparaison de la première valeur (23) et de la deuxième (24) et employé pour corriger la deuxième valeur (24) dans le cas des régimes présentant des refoulements.

Claims (11)

  1. Procédé pour corriger une erreur de mesure d'un appareil de mesure de masses d'air à pellicule chaude, survenant du fait d'un écoulement en retour, en particulier pour la masse de l'air comburant d'un moteur à combustion interne, dans lequel la quantité d'air est déterminée par l'appareil de mesure de masses d'air à pellicule chaude en tant que première valeur (23) et en outre par un deuxième procédé de détermination des quantités d'air, fonctionnant indépendamment du premier, en tant que deuxième valeur (24) et dans lequel on utilise alternativement comme grandeur valable, l'une des deux valeurs (23, 24) en fonction des zones de fonctionnement déterminant la sûreté de la mesure, procédé caractérisé en ce qu'on obtient, dans au moins une zone de fonctionnement exempte d'écoulement en retour, un signal de correction (KH) à partir d'une comparaison entre la première valeur (23) et la seconde valeur (24), et on l'utilise pour corriger la deuxième valeur (24) dans des zones de fonctionnement présentant un écoulement en retour.
  2. Procédé selon la revendication 1, caractérisé en ce que le signal de correction (KH) est un signal de correction d'altitude et/ou un signal de correction de température.
  3. Procédé selon l'une des revendications précédentes, caractérisé en ce que, dans le cas du second procédé de détermination de la quantité d'air, on utilise l'angle (α) du papillon d'étranglement et la vitesse de rotation (n) du moteur à combustion interne, et pour déterminer la deuxième valeur (24), on utilise un champ caractéristique et/ou un traitement d'algorithme.
  4. Procédé selon l'une des revendications précédentes, caractérisé en ce que la valeur de mesure de l'appareil de mesure des masses d'air à pellicule chaude, est utilisée comme grandeur valable au ralenti, dans le cas d'un angle (α) petit du papillon d'étranglement et dans le cas de vitesses de rotation (n) élevées.
  5. Procédé selon l'une des revendications précédentes, caractérisé en ce que la valeur de mesure de l'appareil de mesure de masses d'air à pellicule chaude est utilisée comme grandeur valable dans le cas de points de fonctionnement qui se trouvent en dessous d'une courbe caractéristique limite d'un diagramme représentant l'angle du papillon d'étranglement en fonction de la vitesse de rotation.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce que la courbe caractéristique limite est une courbe caractéristique se trouvant dans la zone supérieure de la charge, en particulier dans la zone comprise entre 60 % et jusqu'à 95 % de la pleine charge.
  7. Procédé selon l'une des revendications précédentes, caractérisé en ce que la valeur de mesure de l'appareil de mesure de masses d'air à pellicule chaude est utilisée comme grandeur valable dans le cas de vitesses de rotation (n) qui se trouvent au-dessus d'une ligne limite de vitesse de rotation (nLin) de 3000 tours/minute de préférence.
  8. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'adaptation n'a pas lieu dans la zone des très petits angles (α) du papillon d'étranglement.
  9. Procédé selon l'une des revendications précédentes, caractérisé en ce que la deuxième valeur (24) est corrigée, de la masse partielle d'air de ralenti dans le cas d'une mise au ralenti ayant lieu au moyen d'une unité de commande (43) de dérivation.
  10. Procédé selon l'une des revendications précédentes, caractérisé en ce que la différence des deux valeurs (23, 24) est fournie à un intégrateur (27) dont la valeur de sortie (26) est amenée, en tant que première grandeur d'entrée, à un point de multiplication (25), et dont la deuxième grandeur d'entrée est la deuxième valeur (24).
  11. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'on forme, à partir de la deuxième valeur (24) adaptée, une grandeur de compensation de transition qu'on superpose à la grandeur valable.
EP90911277A 1989-08-01 1990-08-01 Procede de correction des erreurs de mesure d'un appareil de mesure des masses d'air a pellicule chaude Expired - Lifetime EP0485418B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE3925377 1989-08-01
DE3925377A DE3925377A1 (de) 1989-08-01 1989-08-01 Verfahren zur messfehlerkorrektur eines heissfilm-luftmassenmessers
PCT/DE1990/000590 WO1991002225A1 (fr) 1989-08-01 1990-08-01 Procede de correction des erreurs de mesure d'un appareil de mesure des masses d'air a pellicule chaude

Publications (2)

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EP0485418A1 EP0485418A1 (fr) 1992-05-20
EP0485418B1 true EP0485418B1 (fr) 1994-11-23

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EP90911277A Expired - Lifetime EP0485418B1 (fr) 1989-08-01 1990-08-01 Procede de correction des erreurs de mesure d'un appareil de mesure des masses d'air a pellicule chaude

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US (1) US5241857A (fr)
EP (1) EP0485418B1 (fr)
JP (1) JP2796432B2 (fr)
KR (1) KR100192110B1 (fr)
DE (2) DE3925377A1 (fr)
WO (1) WO1991002225A1 (fr)

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EP0643214B1 (fr) * 1993-09-15 1997-08-20 Siemens Aktiengesellschaft Correction de la durée d'injection au démarrage
DE4336813B4 (de) * 1993-10-28 2006-01-26 Robert Bosch Gmbh Vorrichtung zur Lasterfassung bei einer Brennkraftmaschine
DE4344633B4 (de) * 1993-12-24 2007-07-26 Robert Bosch Gmbh Lasterfassung mit Diagnose bei einer Brennkraftmaschine
DE4410789A1 (de) * 1994-03-28 1995-10-05 Bosch Gmbh Robert Verfahren zur Korrektur des Ausgangssignales eines Luftmassenmessers
EP0695928A3 (fr) * 1994-08-02 1996-11-27 Hitachi Ltd Appareil de mesure du débit d'air d'aspiration pour un moteur à combustion interne
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DE3925377A1 (de) 1991-02-07
DE59007777D1 (de) 1995-01-05
JPH04507290A (ja) 1992-12-17
JP2796432B2 (ja) 1998-09-10
EP0485418A1 (fr) 1992-05-20
KR100192110B1 (ko) 1999-06-15
US5241857A (en) 1993-09-07
WO1991002225A1 (fr) 1991-02-21

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